When the United States Railroad Administration (USRA) shared the 200 5-ft-gauge Decapods orphaned by the Russian Revolution in 1917, the Frisco came in for a share of the largesse.
SteamInfo (http://www.steamlocomotive.info/ddsearchnew.cfm, last accessed 4 July 2007) supplies the following works #:
1615 Alco-Richmond 1917 58829
1621 Baldwin April 1918 48420
1625 Alco-Schenectady March 1918 58903
1630 Baldwin March 1918 47953
1632 Baldwin May 1918 48522
The All-Time Diagram book notes that the original 1621suffered a "mysterious explosion" at the Waterville, Miss coal field that completely destroyed it. Anxious to replace the engine, the Frisco traded 4-6-0 #614 for the Ft Smith, Subiaco & Rock Island RR's sole Decapod #101.
In most cases, the "Russians" had 25" x 28" cylinders and steamed at 180 psi. A post on the Frisco History board -- http://www.railserve.com/jump/jump.cgi?ID=15996 -- by "Karl" on 7 May 2007 entitled "Random Bolshevik Musings" explains that the higher pressure and bigger cylinders of the original locomotive led to a very slippery engine. To avoid polishing the rails, several of the class had their cylinder diameters reduced (probably through bushings) to 24". The resulting tractive effort of 47,500 lb was still sufficient for most of the light-rail freight hauling usually performed by this class.
Karl adds: "Regardless, the Frisco viewed them as good locomotives, and tweaked them a bit to improve performance. The [cylinder] reduction decreased tractive effort to 47,500lbs, but improved adhesion to 3.89 and it improved fuel economy. The coal burners received stokers. Again no date is available. The Frisco also gave each locomotive a single thermic syphon, which improved boiler circulation, and added to the heating surface. The class survived intact until the end of steam on the Frisco."
Karl comments that the Decapods probably rendered more than the branch-line service they're usually credited with: "I have several photographs of the 1630 handling the High Line passenger train. There are also two references in the Frisco Man of the 2-10-0ªs handling extra passenger trains, which carried veteransª specials. One article stated that the train contained a healthy 14 cars. Given the stubby, 52Ouml; drivers, one wonders why these engines were selected for this service."
In museum operations, boiler pressure is set to 160 psi, which reduces strain on old steel and improves traction that much more.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||St Louis-San Francisco (Frisco/(SLSF)|
|Number in Class||20|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||18.67 / 5.69|
|Engine Wheelbase (ft / m)||27.83 / 8.48|
|Ratio of driving wheelbase to overall engine wheebase||0.67|
|Overall Wheelbase (engine & tender) (ft / m)||60.46 / 18.43|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||184,500 / 83,688|
|Engine Weight (lbs / kg)||210,000 / 95,255|
|Tender Loaded Weight (lbs / kg)||142,400 / 64,592|
|Total Engine and Tender Weight (lbs / kg)||352,400 / 159,847|
|Tender Water Capacity (gals / ML)||7400 / 28.03|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||14 / 12.70|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||62 / 31|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||52 / 1321|
|Boiler Pressure (psi / kPa)||180 / 12.40|
|High Pressure Cylinders (dia x stroke) (in / mm)||25" x 28" / 635x711|
|Tractive Effort (lbs / kg)||51,490 / 23355.50|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.58|
|Firebox Area (sq ft / m2)||227 / 21.10|
|Grate Area (sq ft / m2)||64.60 / 6|
|Evaporative Heating Surface (sq ft / m2)||2610 / 242.57|
|Superheating Surface (sq ft / m2)||579 / 53.81|
|Combined Heating Surface (sq ft / m2)||3189 / 296.38|
|Evaporative Heating Surface/Cylinder Volume||164.07|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||11,628|
|Same as above plus superheater percentage||13,721|
|Same as above but substitute firebox area for grate area||48,215|